Maintenance and Repair Organisation at Dubai Airport Order Instructions: Dissertation: Maintenance and Repair Organisation at Dubai World Central Airport

Maintenance and Repair Organisation at Dubai Airport Sample Answer

Table of Contents

Abstract: ………………………………………………………………………………………………………………………………………….……3

1. Background and Objectives: …………………………………………………………………………………………………….…….4-6
2. Literature Review: ………………………………………………………………………………………………………………………..7-20

The Interpersonal Trust Scale: …………………………………………………………………………………9-10

Absence of Awareness: ………………………………………………………………………………………….10-11

Qualitative Report Analysis: ………………………………………………………………………………..…11-12

3. Research Plan: ………………………………………………………………………………..……………………………………………25-44

3.1 Data Collection, Analysis, Findings: ………………………………………………………………………………29-36

5. Conclusion and Recommendations: …………………………………………………………………………………..….…… 45-46
6. List of References: ………………………………………………………………………………………………………..……53-60

List of Figures

Figure 1: ………………………………………………………………………………………………………………………………………………29

Figure 2: ………………………………………………………………………………………………………………………………………………30

Figure 3: ………………………………………………………………………………………………………………………………………………31

Figure 4: ………………………………………………………………………………………………………………………………………………34

Figure 5: ………………………………………………………………………………………………………………………………………………35

Figure 6: ………………………………………………………………………………………………………………………………………………36

 Maintenance and Repair Organisation at Dubai Airport List of Appendices

Appendix A: ………………………………………………………………………………………………….….. 47-49

Appendix B: ……………………………………………………………………………………………………… 49-50

Appendix C: ………………………………………………………………………………………………………51-52

                                                   Abstract                                                                          

                                                                                                            1. Background and Objectives

Maintenance and safety play a significant role in maintaining airline fleets throughout the world through appropriate ASAPs. ASAPs provide a safety term for all the services that relate to assuring the safety and airworthy of aircraft. Ayeni et al (2011) noted that the global market worth of the ASAPs market is $50 billion. ASAPs providers and implementers typically provide four main capabilities: Engine, Airframe, Airport, as well as Component Services. Dubai World Center (DWC) is located at Dubai City. The airport opened first as a cargo operations center but later opened for passengers handling services and flights in 2013. The airport is touted as the next world’s largest global gateway due to its capacity of more than 160 million passengers every year. For this reason, many airlines will operate from the airport and this will necessitate the need for maintenance and repair organization, which must be accompanied by appropriate safety programs. Air transport, cargo operators, and airlines operate schedules that require high utilization and serviceability levels and minimum cost. Since they have high capital and utilization costs, they require a large amount of support by the ASAPs. The airlines operate large fleets of aircraft, and since many of their aircraft are on the lease, they require that they have high maintenance so that they can maximize their value in agreement with the requirements of the lesser. This paper explores the feasibility of ASAPs in DWC.

The United Arab Emirates has four airlines operating from various countries such as the Emirates airline & Fly Dubai operating from Dubai International Airport, Etihad operating from Abu Dhabi International Airport as well as Air Arabia operating from Sharjah

 

International Airport. All of these airlines operate fleets of varied aircraft ranging from Airbus A330 to heavy duty and new generation Boeings B800; whereby the number of aircraft owned by Emirates Airline, Fly Dubai, and Etihad is 260, 49 and 122 respectively. The management of ASAPs by these airlines is either in-house or through outsourcing. For example, Emirates and Etihad accomplish maintenance of their fleet and management of ASAPs at their facility; whereas Air Arabia outsources this from Joramco in Jordan, Amman. In addition, Fly Dubai outsources aircraft maintenance and management of ASAPs from ADAT in Abu Dhabi.

The main objectives of this study include:

1. To investigate the impacts of establishing maintenance aviation safety action programs at Dubai World Central Airport.

1. To explore the services and functions to be offered by the maintenance aviation safety action programs at Dubai World Central Airport.
2. To recognize key factors that will encourage global airliners to embrace the appropriate fleet maintenance aviation safety action programs at Dubai World Central Airport.
3. To establish the internal and external factors that impact maintenance Aviation Safety Action Programs (ASAPs) at Dubai World Central Airport.
4. To establish appropriate recommendations and conclusions which identify approaches of solving the negative impacts of these factors on maintenance Aviation Safety Action Programs (ASAPs) at Dubai World Central Airport.

It is essential to determine that the maintenance Aviation Safety Action Programs are an imperative approach in the process of making sure that there is seamless running of operations at an airport whether locally, regionally or internationally recognized, which can influence the goals stipulated by the respective airports negatively or positively. In this case, the maintenance Aviation Safety Action Programs can be impacted by a number of components in a work environment due to the vital role they play in ensuring airport operations take place without incidences or accidents that can possibly translate to significant levels of losses. The aim of this study, therefore, is to draw a focus on some of the programs established by Dubai World Central Airport with regards to maintenance and aviation safety action. In particular, this study will make sure that some of the variables affecting the maintenance and aviation safety action both internally and externally are succinctly detailed.

As a result, this paper proposes establishing maintenance aviation safety action programs at Dubai Central airport including safety equipment such as escape slide rafts and life jackets, among others. In addition, the study will also consider the safety maintenance operations at the aircraft structural repair workshop, brakes, and wheels overhaul workshop, engine module replacement facility as well as Non-Destructive Test facility. Therefore, considering that Dubai World Central Airport present operations are within a limited number of airlines, the ongoing plans to ensure that it is converted to multi runways operation makes it essential to prioritize maintenance and safety programs. This is attributable to the fact that, the major infrastructural development plans envisaged to take place in the near future will require ambitious as well as comprehensive maintenance aviation safety action programs.

2. Literature Review for Maintenance and Repair Organisation at Dubai Airport

This means that the qualitative data required for this study will be gathered primarily from the randomly selected research participants through a survey. As a result, the survey will be conducted through self-administered questionnaires to aide gathering information from airlines and airport personnel based at Dubai World Central airport with regards to maintenance and safety action programs currently in use as well as those envisaged to be implemented in future. The responses obtained from randomly selected research participants questionnaires will then be used as the primary data for this project. Alternatively, the secondary data will primarily be collected from online sources and databases (Ghauri and Grønhaug, 2005). For instance, data concerning the present maintenance and safety and the extent of action programs adopted by the airport as well as various airlines will be established by reviewing literature from secondary sources.

In order to ensure that the research is appropriately carried out and the findings or results are credible and reliable, it is important to make sure that valid and unbiased sources of data are used. As a result, in this project, I am planning to use both primary and secondary sources of data. Therefore, am planning a direct administration of questionnaires [directly as well as via e-mails] to current administrators of maintenance aviation safety action programs, airlines executives based at the airport, aviation consultants and regulatory body executives,  safety personnel as well as representatives of aircraft manufacturers in order to collect qualitative and quantitative data for this study. The questionnaires with a set of questions will be forwarded to the randomly selected participants followed by structured interviews and email follow-ups to allow collection of valid and reliable data. Furthermore, I plan to physically visit the case study airport in order to interact and interview maintenance and safety programs’ administrators or managers through arranged focus group discussions so that I can get the first-hand view of the subject. This will be achieved by conducting informal interviews as well as holding discussions with relevant personnel concerning day-to-day maintenance and safety action programs during my visit.

The primary and secondary research has been carried out by keeping in mind those 5 objectives that have been mentioned in the objectives section. So, surveys conducted at DWC airport give the results on the objectives that have been created while designing the research proposal. The survey conducted starting from the first objective. Different questions have been created regarding every objective and response from the employees working at DWC airport have been gathered and plotted in terms of pie charts. These pie-charts are then discussed in detail respectively according to the need for this research project. The main focus is to cater the primary research in detail instead of doing secondary research which is already available on different sites. Mentioning here that the primary research of the project was to conduct interviews, prepare a questionnaire and surveys for the employees working at DWC airport and asked them about their experience regarding the maintenance and aviation safety action program (ASAP) at DWC airport. So the first object is as follow:

1. To investigate the impacts of establishing maintenance aviation safety action programs at Dubai World Central Airport

In order to investigate the impacts of establishing a maintenance safety action program at Dubai World Central Airport, I prepared a questionnaire asking the employees regarding their experience. The questions created are as follow:

• What do they feel regarding the aviation maintenance in Dubai World Central Airport?
• Do maintenance safety action programs really work at Dubai World Central Airport?
• How do they think that there is a significant need require to apply for the maintenance safety program?

So, these are the 3 questions which have been asked to the employees working at DWC airport. Approximately these questions have been answered by around 4000 people. The responses obtained from every question is as follow:

• What do they feel regarding the aviation maintenance in Dubai World Central Airport?
• Around 87% responses were labeled “good”
• Around 12% responses were labeled as “Satisfactory”
• Around 1% response were labeled as “Worst”

Figure 1

As one can observe from the above result that majority of the people were answered as good regarding the aviation maintenance at DWC airport. Keeping in mind that these questions were asked only by the people working at Dubai World Central (DWC) airport and not by the general public.

• Do maintenance safety action programs really work in Dubai World Central Airport?
• Around 85% responses were labelled as “good”
• Around 11% responses were labelled as “Satisfactory”
• Around 1% response were labelled as “Worst”
• Around 3% responses were labelled as “Don’t know”

Figure 2

As one can observe from the above result that majority of the people (around 80%) were answered as good regarding the working of aviation maintenance safety program at DWC airport. Keeping in mind that these questions were asked only by the people working at Dubai World Central (DWC) airport and not by the general public.

• How do they think that there is a significant need require to apply  for ma aintenance safety program?
• Around 59% responses were labelled as “Yes”
• Around 29% responses were labeled as “No”
• Around 12% response were labeled as “Don’t Know”

Figure 3

As one can observe from the above result that more than half of the people (around 59%) were answered as “Yes” regarding the need require to apply for the maintenance safety program at DWC airport. Keeping in mind that these questions were asked only by the people working at Dubai World Central (DWC) airport and not by the general public.

So, the first objective has successfully accomplished by conducting a survey and asking the above three mentioned questions to the employees working at the Dubai World Central airport. The findings from these questions were summarized in form of pie charts illustrating the investigation process.

 

1. The second objective is to explore the services and functions to be offered by the maintenance aviation safety action programs at Dubai World Central Airport.

According to the Dubai Civil Aviation Authority (DCAA), the services and functions that should be offered by DWC airport are:

• Flying Security Section
• Mischance Investigation Section
• Perilous Goods Section

So discussing them one by one. Starting from the first one which is:

• Flying Security Section

The Aviation Security Section is in charge of guaranteeing, through a procedure of Inspections and Audits, which the security forms at each of Dubai’s Airports Comply with International and National Standards. The Section surveys and acknowledges Aircraft Operator Security Programs of new and current administrators that fly into Dubai’s airplane terminals. The Section likewise audits and acknowledges the Airport Security Program of both Dubai International and Al Maktoum International air terminals.

• Mischance Investigation Section

The Accident Investigation Section is in charge of guaranteeing that mishaps and episodes, including harm to air ship or wounds to individuals, are researched and detailed upon with a view to guaranteeing remedial activities and non-reiterations.

• Perilous Goods Section

The Dangerous Goods Section is in charge of the endorsement procedure of uses via flying machine administrators to help Dangerous Goods into or through Dubai airplane terminals. The Section completes normal reviews of Dangerous Goods storerooms and taking care of procedures, so as to guarantee consistence with Dangerous Goods Regulations.

So these are the three basic services that must be offered by Dubai World Central (DWC) airport. A questionnaire has been created which consist of the following three questions.

• What do they feel about the flying security section?
• Is mischance investigation section work appropriately?
• What are their feedback regarding the perilous goods section?

This time the questions has been asked to the general public available at DWC airport at the time of conducting the survey. This is done due to avoiding the biased response that might be observed if the questions were asked to the employees working at DWC airport. This is because they want to make the reputation of their airport. So, the real circumstances might be overwhelmed by these responses. The best strategy has been adopted and implemented in order to cater to the real circumstances regarding the services offered by the maintenance aviation safety program at DWC airport.

• What do they feel about the flying security section?
• Around 80% responses were labelled as “Not satisfactory”
• Around 10% responses were labeled as “Satisfactory”
• Around 5% response were labeled as “Good”
• Around 5% were labelled as “Don’t know”

Figure 4

As one can observe from the above result that more than half of the people (around 80%) were answered as “Not satisfactory” regarding the need require to apply for the maintenance safety program at DWC airport. Keeping in mind that these questions were asked only by the people working at Dubai World Central (DWC) airport and not by the general public.

• Is mischance investigation section work appropriately?
• Around 40% responses were labelled as “Not satisfactory”
• Around 25% responses were labeled as “Satisfactory”
• Around 25% response were labeled as “Worst”
• Around 10% were labelled as “Neutral”

Figure 5

As one can observe from the above result that more than half of the people (around 40%) were answered as “Not satisfactory” regarding the need require to apply for the maintenance safety program at DWC airport. Keeping in mind that these questions were asked only by the people working at Dubai World Central (DWC) airport and not by the general public.

• What are their feedback regarding perthe ilous goods section?
• Around 80% responses were labelled as “Not satisfactory”
• Around 10% responses were labeled as “Satisfactory”
• Around 5% response were labeled as “Good”
• Around 5% were labelled as “Don’t know”

Figure 6

As one can observe from the above result that more than half of the people (around 80%) were answered as “Yes” regarding the need require to apply for the maintenance safety program at DWC airport. Keeping in mind that these questions were asked only by the people working at Dubai World Central (DWC) airport and not by the general public.

1. The next objective is based on the recognition of key factors that will encourage global airliners to embrace the appropriate fleet maintenance aviation safety action programs at Dubai World Central Airport. In order to cater and determine those key factors, it is observed that the human factor is moa st important and appropriate factor that must be handled appropriately.

Since enhancing human execution can help the business lessen the business flying mishap rate, a great part of the emphasis is on outlining human-plane interfaces and creating methodology for both flight teams and support experts. Boeing likewise keeps on looking at human execution all through the plane to enhance ease of use, practicality, unwavering quality, and solace. What’s more, human elements experts partake in dissecting operational security and creating strategies and apparatuses to help administrators better oversee human mistake. These duties require the pros to work intimately with specialists, wellbeing specialists, test and preparing pilots, mechanics, and lodge teams to legitimately incorporate human variables into the outline of all Boeing planes. Their territories of obligation incorporate tending to human considers: [1]

• Flight deck outline.
• Outline for viability and in-administration bolster.
• Blunder administration.
• Traveler lodge plan.

FLIGHT DECK DESIGN

In the course of recent decades, more secure and more solid plans have been in charge of a significant part of the advance made in decreasing the mischance rate and expanding productivity. Upgrades in motors, frameworks, and structures have all added to this accomplishment. Also, the plan has dependably been perceived as consider avoiding and alleviating human blunder. When Boeing starts another plan movement, past operational experience, operational destinations, and logical information characterize human variables outline prerequisites. Logical strategies, for example, mockup or test system assessments are utilized to evaluate how well different outline arrangements meet these prerequisites. Fundamental this exertion is a human-focused plan theory that has been approved by a large number of flights and many years of experience. This approach delivers an outline that applies innovation in the most ideal approach to fulfill approved necessities: [1]

• Client input.
• Proper level of robotization.
• Team cooperation capacity.
• Correspondence, Navigation and Surveillance/Air Traffic Management enhancements.
• Client input.

Boeing includes potential clients in characterizing top-level outline necessities for new plans or real subordinates and in applying human variables standards. A decent illustration is the abnormal state of aircraft association in planning the 777. From the earliest starting point, operators flight groups and mechanics worked next to each other with Boeing configuration groups on all plane frameworks. Eleven of the underlying administrators additionally taken an interest in devoted flight deck configuration surveys ahead of schedule in the outline procedure. An autonomous outer group of senior human elements researchers additionally taken an interest in a parallel arrangement of audits. In the last audit, flight teams and different delegates from every administrator invested energy in the 777 building pilot test program to assess the plan in an assortment of typical and non-normal circumstances. These exercises guaranteed that administrator prerequisites were considered from the earliest starting point, and approved that the usage incorporated a sound pilot-flight deck interface. [1]

Maintenance and Repair Organisation at Dubai Airport for the Suitable level of mechanization

Boeing flight decks are intended to give computerization to help, yet not supplant, the flight team part in charge of safe operation of the plane. Flight group mistakes regularly happen when the team does not see an issue and neglects to remedy the blunder so as to keep the circumstance from weakening. Subsequently, Boeing flight decks fuse natural, simple to-utilize frameworks. These frameworks bolster instrument shows with visual and material movement signs to limit potential perplexity about what capacities are robotized. In the fly-by-wire 777, visual and material movement prompts are given by backdriven controls. These controls fortify situational mindfulness and help keep the flight group completely mindful of changes jumping out at the airplane status and flight way amid all periods of mechanized and manual flight. [1]

Maintenance and Repair Organisation at Dubai Airport for Team collaboration ability

Flight team correspondence depends on the utilization of sound, visual, and material strategies. Every one of these strategies must be utilized properly in the correspondence that happens amid flight. This incorporates crewmember-to-plane, crewmember-to-crewmember, and plane to-crewmember correspondence. Thusly, the copied flight controls of all Boeing planes are likewise interconnected. Both control wheels turn together when either is moved so that the control contributions of each flight group part are quickly evident to the next. The same is valid for section developments. The material and visual input given by inter linkage is a great deal quicker than verbal coordination and better empowers pilots to help each other in time-basic crises. [1]

Correspondence, Navigation and Surveillance/Air Traffic Management interface

Later on, flight groups will be relied upon to accept significantly bigger parts in course arranging and metering for methodologies. Subjective building has officially accepted a critical part as the business considers the impacts of new innovation on the abilities, workload, and coordination with different planes required of both flight groups and air movement controllers. For instance, collaboration among human elements pros, information connect interchanges architects, and end clients has brought about noteworthy changes in the plan of the interfaces that flight groups and controllers have with the PCs that bolster their errands and in the operational utilization of information connection messages. The progressions improve client perception, diminish mistake rates, and result in diminished preparing necessities. [1]

Maybe the easiest illustration is the movement from a flying machine correspondence tending to and detailing the framework interface to a future air route framework (FANS) interface for information connect. Boeing at first concentrated the impacts of uplink message arranges on pilot perception in 747-400 operational trials. Lessons educated were utilized when planning the information connect interface in the Pegasus flight administration framework joined into current-creation 757 and 767 planes. These same changes are being connected retroactively to the 747-400. Another case is the 777 interchanges administration interface, which utilizes multifunction presentations and cursor controls to disentangle administration of information connected correspondences and can be tweaked by administrators. [1]

Plan FOR MAINTAINABILITY AND IN-SERVICE SUPPORT

In the course of recent years, plane upkeep has profited from an expanded concentrate on how human elements can add to the security and operational proficiency. In support, as in flight deck outline, Boeing utilizes an assortment of sources to address human elements issues, including

• Boss technician cooperation.
• PC based viability configuration apparatuses.
• Fault Information Team

Maintenance and Repair Organisation at Dubai Airport Boss Technician Cooperation

Demonstrated on the part of the boss pilot, a central technician was designated to the 777 program and to all ensuing plane projects (717, 737-600/ – 700/ – 800/ – 900, 757-300, and 767-400 Extended Range [ER]). Likewise, with the central pilot, the technician goes about as a promoter for administrator or repair station partners. The arrangement of a central workman became out of the acknowledgment that the upkeep group contributes essentially to the accomplishment of carrier operations in both security and on-time execution. Drawing on the experience of the carrier and generation mechanics, unwavering quality and practicality designers, and human variables pros, the central technician manages the execution of all support related components.

Maintenance and Repair Organisation at Dubai Airport PC based viability configuration devices

Starting with the 777 program, Boeing quit fabricating full-scale plane mockups, which in the past decided if a repairman could achieve a plane part for expulsion and reinstallation. Presently, utilizing a PC helped three-dimensional intelligent application (CATIA), Boeing makes this kind of assurance utilizing a human model. Amid outline of the 737-600/ – 700/ – 800/ – 900, Boeing utilized human demonstrating investigation to establish that the electrical/electronic inlet should have been upgraded to enable a technician to get to all wire groups for the extended arrangement of flying related with the refreshed flight deck idea. Notwithstanding guaranteeing access and perceivability, human components authorities lead ergonomic examinations to evaluate the human capacity to perform upkeep methods under various conditions. For instance, when a workman needs to turn a valve from a clumsy position, it is imperative that constrain required to turn the valve must be inside the repairman’s capacity in that stance. For another case, when an upkeep operation must be expert in poor climate around evening time, secure balance and suitable dealing with powers are important to shield the technician from a fall or from dropping a bit of gear. [1]

Maintenance and Repair Organisation at Dubai Airport Fault Information Team (FIT).

Human components contemplations in upkeep likewise prompted the arrangement of the FIT. Amid advancement of the 737-600/ – 700/ – 800/ – 900, Boeing contracted the FIT to advance the compelling introduction of upkeep related data, incorporating worked in test gear (BITE) and support documentation. The FIT contract has since extended to advance consistency in upkeep procedures and outline over all frameworks and models. The objective is to empower mechanics to keep up all Boeing business planes as proficiently and precisely as could be allowed. This cross-practical group has delegates from upkeep, designing, human variables, and administrators. [1]

1. The next objective is to establish the internal and external resources that impact maintenance Aviation Safety Action Programs (ASAPs) at Dubai World Central Airport. The internal resources include a few capacities that should be performed in a request to bolster the ASAP program. Contingent upon the size also, extent of the program, the quantity of full time representatives doled out to this program will change, yet the greater part of the accompanying capacities should be performed by the ASAP Program Office. (FAA, 2009)

Maintenance and Repair Organisation at Dubai Airport ASAP Program Manager:

In charge of the ASAP program also, essential contact between the ASAP program and organization administration; in charge of following and taking after up on change proposals. ASAP Administrative Support: in charge of correspondence among the Program Manager, the Event Review Advisory group, administration, workers, and other inward furthermore, outside partners. ASAP Analyst: in charge of breaking down the ASAP reports—information accumulation, underlying driver investigation, and database support. (FAA, 2009)

Occasion Review Committee (ERC) Members:

Typically, three gatherings should be spoken to—organization (administration), representatives (worker’s guild or non-union), and controller (FAA). Two individuals from each gathering are required: three of them will fill in as essential individuals. (FAA, 2009)

Fill in as the substitute individuals Maintenance and Repair Organisation at Dubai Airport

Notwithstanding the above center individuals (which may or may not be full time arrangements), the program will depend on support and commitments from a few worker delegates (for example, Shop Stewards) and line directors over numerous utilitarian units, (for example, preparing, stores, quality control, and so forth.). Additionally, the FAA agents serving on the ERC will likewise depend on support from the Certificate Holding District Office and in addition from FAA Headquarters. The Maintenance ASAP Information Sharing gathering is continuously accessible to loan bolster, tutor new individuals, and share best practices. (FAA, 2009)

The external resources include the association of the ASAP projects could be accomplished through any of the accompanying means or a blend of means: (FAA, 2009) Have joint data sharing gatherings inside the organization

• Take an interest in joint data sharing gatherings over the business
• Take an interest in the ASIAS program: Contact the Office of Aviation Safety

Maintenance and Repair Organisation at Dubai Airport How would we approach interfacing the ASAP programs?

• Have one program office that handles all ASAP programs
• Have a formal structure that requires a certain level of data sharing and coordinated effort among numerous program supervisors
• Empower casual data sharing among program administrators (FAA, 2009)

Maintenance and Repair Organisation at Dubai AirportConclusion and Recommendations    

The ASAP program at DWC airport need to be restructured and should also add the following points in order to make its impact much more stronger than before. The points are:

• Safety Policy
• Safety Risk Management
• Safety Assurance
• Safety Promotion

So starting from the first one which is:

Safety Policy

Under the expansive umbrella of the SMS program, a flying association may bolster the Fifth Generation Maintenance Human Factors program, the Maintenance ASAP program, and the Safety Culture Assessment program. Every one of these projects have common advantages and also general advantages to the individual workers, the association, what’s more, the flying open. The flying association could make a pledge to the representatives over the organization that the Fifth Generation Maintenance Human Factors program is an authoritative need: suitable assets will be given to actualize furthermore, bolster the program; change activities related with the ASAP program will be precisely considered utilizing the Safety Risk Management approach and proper input will be given to all reports; hierarchical security culture will be surveyed consistently and particular change endeavors will be executed; and worker and administration assessment and reward frameworks will join satisfactory support for SMS. (FAA, 2009)

 Maintenance and Repair Organisation at Dubai Airport Safety Risk Management

The SRM procedure gives a target methods for evaluating dangers. This procedure could be fused in the ERC consultations so that all suggestions originating from the ASAP ERC consider the hazard perspectives—seriousness and probability—before making their proposals. Thusly, if the ASAP ERC’s suggestion for a specific change activity is not acknowledged by the organization administration, a comparing SRM method of reasoning could be given by the administration. (FAA, 2009)

• Safety Assurance

Tracking the progressions proficient as an immediate consequence of the ASAP program would be the best approach to meet this SMS prerequisite. Such activities ought to archive the confirmation of hierarchical change and accentuation on systemic arrangements and the move towards a Culture. (FAA, 2009)

• Safety Promotion

The estimation and change of security culture is implanted in this SMS prerequisite in two spots. To start with, it is a general subject over the SMS program; second, it is particularly called out in the Safety Promotion mainstay of the SMS program. Standard association wide studies to gauge wellbeing society, improvement of proper mediations to enhance the wellbeing society, and organization of follow-up security culture overviews to decide the impacts of the first intercessions is a decent approach to meet this necessity. (FAA, 2009)

Maintenance and Repair Organisation at Dubai AirportAppendices

The Safety Risk Management approach permits the actors and the governing body to study the risks of not actualizing a specific security, mediation—the monetary value of the mediation could be appraised against the cost of the occasion (the probability of an effect of the social function and the sincerity of the affair). Additionally, some other intercession procedures could be developed. Despite the particular intercession systems utilized, the exchange about the dangers included is profitable in moving forward the security culture of the connection. (FAA, 2009)

At the stage when an ASAP program brings about undertaking level transforms, it affects only that undertaking and thus the advantages associated to that change are thin in extension. In any event, when the progressions affect a hierarchical unit or the whole association, or indeed, even the business, the advantages duplicate. Afterward, the degree of profitability at the authoritative or national story is probably getting to be generously higher than the arrival on the venture at the errand level. (FAA, 2009)

1. Organizational Cultural Safety-

 Culture can be characterized as the earth in which things develop. Fundamentally, a culture exists in each association, called the authoritative culture of that association. The qualities, convictions, rehearses, approaches, standards, and so on all by and large shape or characterize that culture. Additionally, this culture has framed over various years and every one of the general population in that association have added to that culture. From a security point of view, Safety Culture speaks to natural and psycho-social components that impact mentalities also, practices, which affect hazard and execution in high-outcome frameworks. (FAA, 2009) Natural viewpoints incorporate the great building structures, workplace, and geographic area, and additionally authoritative structures, approaches, procedures, and practices that shape singular practices after some time. The psycho-social variables are the blend of mental and social elements that impact the general population’s states of mind toward wellbeing. For instance, mental things incorporate anxiety, exhaustion, propensities to take dangers, assurance, inspiration, and so on; while social components incorporate things, for example, social acknowledgment of decisiveness, affirmation of stress and exhaustion, the need to look after gathering amicability, and so forth. (FAA, 2009)

Most security culture examines concentrate on the psycho-social angles; in any case, most obstructions are either natural or authoritative. Normal obstructions incorporate authoritative structures, strategies, methods, rehearses, worker assessment criteria, bookkeeping strategies, past encounters of the representatives, and so on. So as to move the security culture in the coveted bearing, there must be a top-down responsibility regarding contribute assets, separate the obstructions, and add motivating forces to remunerate the coveted individual and in addition group execution. Fundamentally, keeping in mind the end goal to change the culture, individuals must change. Keeping in mind the end goal to change individuals, the inspirations must be lined up with the hierarchical objectives and contrary inspirations must be evacuated. (FAA, 2009)

Representative and administration assessment frameworks assume a basic part in changing an association’s way of life. On the off chance that the assessment frameworks don’t change, the systems to impact social change are probably going to be deadened. In the event that old reformatory practices and strategies stay set up, they will invalidate the new activities. (FAA, 2009)

Keeping in mind the end goal to change an association’s security culture, composed endeavors are required from an assortment of authoritative units, for example, the accompanying: Human Resources, Legal Counsel, Business and Finance, Operational Units, what’s more, Bargaining Units. (FAA, 2009)

1. International Disregard for Safety–

It should be inspected from two viewpoints. The primary viewpoint is that of a flat out case. For this situation, the accentuation is on “aim.” If a repairman submits a demonstration of vandalism or annihilation that is obviously expected to hurt the security of the flight, the outright case might be substantiated. Then again, in the event that it is not such a straightforward case, the standards in the association or even at a specific office should be considered. For instance, in the event that it is a typical practice at an office to take after administrator’s requests notwithstanding when they may not be in consistence with the administrative necessities or might be infringing upon security measures, the workman’s activity may not be judged as a deliberate negligence for wellbeing. (FAA, 2009)

At the point when furnished with test cases for audit by Event Review Committees from various associations, there was some inconstancy in what is viewed as a deliberate negligence for wellbeing. This variety in judgment was principally subject to the hierarchical standards in their particular associations. It was likewise noted in ensuing meetings that the pattern behavioral desires from mechanics and directors change after some time. For instance, it might not have been bizarre for a workman to just conform to an administrator’s order regardless of the possibility that the repairman realized that consistence with the mandate may constrain him to disregard government controls or organization approach. Be that as it may, in the wake of documenting an ASAP report, this issue ought to have been tended to at a systemic level and both mechanics and also directors ought to have been prepared on the most proficient method to deal with comparative circumstances later on. On the off chance that the old standards proceed and the mechanics keep on abuse controls under administration mandates as well as administration proceeds to direct mechanics to abuse controls or place them in circumstances where the mechanics don’t have whatever other practical choices, the conduct of both sides may be judged as purposeful carelessness for security. (FAA, 2009)

There are numerous different issues that fall in the hazy area and warrant a group level choice regardless of whether the activity constitutes deliberate dismissal for wellbeing. Despite the situations, the judgment in regards to deliberate nonchalance for security ought to lay on the separate Event Review Committee. Note––as an aftereffect of the DOT IG report, a particular meaning of deliberate dismissal is a work in progress by the FAA. (FAA, 2009)

1. Relationship between the Voluntary Disclosure Reporting Program (VDRP) and the ASAP-

 A deliberate revelation program is intended for a FAA Air Agency Certificate holding association, for example, a carrier or a repair station to deliberately unveil any unintended infringement of Federal Aviation Regulations. This program takes into account the association to work with the FAA in a synergistic way to remedy systemic issues. Organization infringement acknowledged by the FAA are shut with authoritative activity in lieu of lawful requirement activity.

On account of support activities that might be included in a deliberate divulgence, it is not abnormal for an intentional exposure to trigger ASAP reports from mechanics. In such an occasion, it is fitting for the association to advise the proper mechanics or assessors and urge them to present an ASAP report. Such reports are considered the non-sole source to the FAA on the grounds that the data about the conceivable and unintentional administrative infringement was given to the FAA by means of the Voluntary Divulgence Reporting Program (VDRP). It is similarly feasible for an ASAP answer to trigger a willful divulgence by the organization. In the event that the first Well-spring of data on an organization infringement submitted under the VDRP is a sole source ASAP report, the ASAP report stays sole source to the FAA. An ASAP program gives assurance to the representative while the Voluntary Revelation Program gives assurance to the business. Along these lines, if the organization records an intentional divulgence that distinguishes an infringement by a technician, the repairman may get a Letter of Investigation from the FAA. Notwithstanding, in the event that the technician documents an ASAP report inside the recommended time span of the appropriate ASAP Memorandum of Understanding (MOU), the infringement will be taken care of as per the ASAP MOU. In the event that an ASAP program is most certainly not accessible to the technician, it is prudent to document a report with the Aviation Security Reporting System (ASRS Report). ASRS Reports are private. Many ASAP programs have chosen to naturally give duplicates of the ASAP reports to ASRS. Such a practice guarantees commitment to the national database of support mistakes and furthermore shields the correspondent from the burden of lawful authorization sanctions for a conceivable administrative infringement, regardless of the possibility that the technician’s ASAP report is prohibited from the ASAP. The ASRS program does not ensure against FAA requirement activity where mishaps or criminal offenses are included.

Maintenance and Repair Organisation at Dubai Airport List of References

Ayeni, P., Baines, T.S., Lightfoot, H., & Ball, P. (2011). State-of-the-art of ‘Lean’ in the aviation maintenance, repairs, and overhaul industry. Proceedings of the Institution of Mechanical Engineers, Part B: Journal of Engineering Manufacture, p.0954405411407122.

Ait-Kadi, D., Duffuaa, S.O., Knezevic, J., & Raouf, A. (2009). Handbook of maintenance    management and engineering. London: Springer.

Easterby-Smith, M., Thorpe, R., & Jackson, P.R. (2012). Management research. Thousand Oaks, NJ: Sage.

Choules, C. (2013). Maintenance and repair organization Exposition. Retrieved on 10^th September 2016 from:  http://www.esterline.com/Portals/10/Weston/Documents/CE12%20Iss%2001%20MOE.pdf

Jankowicz, A D. (2004). Business Research Projects, (4^th Ed.). New York, NY: Thomson Learning.

Mr. Michael Doeron, (2014). Aviation Risk Management – Accountabilities, Challenges and Tools from:

http://www.saa.com.sg/saaWeb2011/export/sites/saa/en/Publication/downloads/SAA_Journal_2014.pdf

Mr. Jop Havinga, Prof. Sydney Dekkan. (2014). Aviation Safety Just Culture: Reporting, the Line and Accountability.

From: http://www.saa.com.sg/saaWeb2011/export/sites/saa/en/Publication/downloads/SAA_Journal_2014.pdf

Patankar, M. Driscoll, D. (2005). Factors affecting the success or failure of Aviation Safety Action Programs in aviation maintenance organizations. In Aviation Maintenance Human Factors Program Review FY04, p.9-14. Available at:

http://www.hf.faa.gov/docs/508/docs/ AvMaint04.pdf

Manoj S., Michael Gomiz. (2013). MAINTENANCE ASAP PROGRAMS: BARRIERS AND OPPORTUNITIES from: https://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/human_factors_maintenance/maint_asap_manoj.pdf

Taylor, J. & Christensen, T. (1998). Airline Maintenance Resource Management. Warrendale, PA: Society of Automotive Engineers.

Taylor, J. & Thomas, R. (2003). Toward measuring safety culture in aviation maintenance: The structure of trust and professionalism. International Journal of Aviation Psychology. Vol 13(4), 321-343. Lawrence Erlbaum, US.

Patankar, M.S., & Taylor, J.C. (2004). Risk management and error reduction in aviation maintenance. Aldershot, UK: Ashgate Publishing, Ltd.

Patankar, M., & Taylor, J. (In Press). MRM training, evaluation, and safety management. Special Issue of the International Journal of Aviation Psychology—Maintenance Human Factors.

Duck, J. (1998). Managing change: The art of balancing. In Harvard Business Review on Change, pp. 55-81. Boston: Harvard Business School Press.

Dubai Civil Aviation Authority, from:

https://www.dcaa.gov.ae/sitepages/en/departments.aspx

Chidester, T., Harper, M., & Patankar, M. (2005). Incorporating Maintenance and other groups into DNAA. Presented at the FAA ASAP/FOQA ARC Meeting, Houston, TX, August 10.

Mango S., Patankar, (2004). Preliminary Analysis of Aviation Safety Action Programs in Aviation Maintenance. Published in the Proceedings of the First Safety Across High-Consequence Industries Conference March 9 & 10, 2004. St. Louis, Missouri pp. 97-102

Taylor, J. & Christensen, T. (1998). Airline Maintenance Resource Management, Warrendale, PA-Society of Automotive Engineers

Marx, D.A., & Graeber, R.C. (1994). Humanerror in aircraft maintenance. In N. Johnston, N. McDonald, & R. Fuller (Eds.), Aviation Psychology in Practice (pp. 87-104). Aldershot, UK: Avebury

FAA (1998) (U.S.  Federal Aviation Administration). Advisory Circular # 00-58 Voluntary Disclosure Reporting Program. Retrieved on January 13, 2004 from:

http://www1.faa.gov/avr/afs/acs/00-58.tx

FAA. (2003)(U.S. Federal Aviation Administration). ASAP Accepted MOUs. Retrieved on January 13, 2004 from: http://www1.faa.gov/avr/afs/afs230/asap/status.cfm

Patankar, M and Taylor, J (2001). Analyses of organizational and individual factors leading to maintenance errors. In Proceedings of the 2001 SAE World Aviation Congress & Exposition. [SAE Technical Paper Number 2001-01-3005]. Seattle, WA.

Fogarty, G. (2003). Errors, violations, and reporting behavior in aviation maintenance. In R. Jensen (Ed.) Proceedings of the Twelfth International Symposium on Aviation Psychology (pp. 385-390), April 14-17, Dayton, OH.

Reynard, W. C. (1986). The Development of the NASA Aviation Safety Reporting System. NASA Reference Publication, 1114.

International Civil Aviation Organization. (2013). Safety Management Manual. Montreal, Canada: ICAO.

Davies, J. M., & Steinke, C. (2015). Concepts of safety reporting. C

Cicero, M. T. (2008). History and Evolution of Safety. Safety Management Systems in Aviation, 39.

Mahajan, R. P. (2010). Critical incident reporting and learning. British journal of anaesthesia, 105(1), 69-75.

Reed, S., Arnal, D., Frank, O., Gomez-Arnau, J. I., Hansen, J., Lester, O., & Schleppers, A. (2013). National critical incident reporting systems relevant to anaesthesia: a European survey. British journal of anaesthesia, aet406.

Bower, M. (2003). Company philosophy: The way we do things around here’. McKinsey Quarterly, (2), 110-117

Bailey, F. L., & Greenya, J. (1977). Cleared for the approach: F. Lee Bailey in defense of flying. Prentice Hall.

Westrum, R. (2004). A typology of organizational cultures. Quality and safety in health care, 13(suppl 2), ii22-ii27.

National Aeronautics and Space Administration. (2014). The NASA Aviation Safety Reporting System: The Case for Confidential Incident Reporting Systems. Retrieved July 5, 2016, from http://asrs.arc.nasa.gov/.

Eisenbraun, E. C. (1981). Aviation Safety Reporting System: Is Immunity the Vital Provision, The. J. Air L. & Com., 46, 117.

Corrie, S. (1997, October). The US aviation safety reporting system. In 1997 World Aviation Congress (p. 5562).

Billings, C. E., Lauber, J. K., Funkhouser, H., Lyman, E. G., & Huff, E. M. (1976). NASA aviation safety reporting system.

Connell, L. J. (2000). Aviation Safety Incident Reporting: NASA’s Aviation Safety Reporting System. In Transportation Research Board Conference Proceedings (No. 22).

National Aeronautics and Space Administration. (2015, August 11). ASRS program information. Retrieved July 1, 2016, from ASRS Website: http://asrs.arc.nasa.gov/.

Saunders, M., Lewis, P., & Thornhill, A. (2012). Research Methods for Business Students, (6^th Ed.). New York, NY: FT Prentice.

Ross, W.A. (2003). September. The impact of next generation test technology on aviation maintenance. In AUTOTESTCON 2003. IEEE Systems Readiness Technology Conference. Proceedings. IEEE.

Easterby-Smith, M., Thorpe, R., & Jackson, P.R. (2012). Management research. Thousand Oaks, NJ: Sage.

Ghauri, P.N. & Grønhaug, K. (2005). Research methods in business studies: A practical guide. New York, NY: Pearson Education.

Lercel, D. (2011). Aviation Safety Management System Return on Investment Study. St Louis .MO: Centre for Aviation Safety Research, Parks College of Engineering, Aviation and Technology. St Louis University.

Federal Aviation Administration. (2010, August 12). FAA.gov. Retrieved from FAA website: http://rgl.faa.gov/Regulatory_and_Guidance_Library/r advisory Circular’s/0/678110f11b8433728625777d 0068d732/$FILE/ac%20120-92a.pdf

Cessna Airplane Company, (2012, December 03). Cessna.com. Retrieved from

http://www.cessna.com/single-engine/skyhawk.html

Wensveen, J. (2011). Air Transportation: A Management Perspective. . Burlington. VT: Ashgate.

Wald, A. (2010). Introduction to Aviation Management. Munster: LIT Verlag

Mahadevan, B. (2010). Operations Management: Theory and Practice. Second Edition. New Delhi: Dorling Kindersley (India) Pvt. Ltd. Pearson Education South East Asia

Federal Aviation Administration. (2008, September 30). Faa.gov. Retrieved from Faa Web site: http://www.faa.gov/about/initiatives/sms/

International Civil Aviation Organization. (2009). Safety Management Manual (SMM) Doc 9859 2nd Ed. Montreal: International Civil Aviation Authority

Feldman (1999). Protection for whistle blowers. Paper presented at the 9th International Anti-corruption conference Durban Australia

Dehn, G., and Callard, R. (2004). Whistle blowing the state of the art. Public Concern at Work and Open Democracy Advice Center UK, ISBN 1-919798-56-0. Online Available at: http://www.u4.no/recommended-reading/whistleblowing-the-state-of-theart-the-role-of-the-individual-organisations-the-state-the-media-the-law-and-civilsociety/downloadasset/2018

Skopinker, M. (2004). Whistle while you work. The financial time.

Micel and Near (1994). Whistle blowing. Reaping the benefits. The Academy of management executives, 8(3), 65-72.

] Wilford, J. N. (1986). America’s future after the challenger. New York Times Magazine, p. 39

[1] http://www.boeing.com/commercial/aeromagazine/aero_08/human_textonly.html

FAA, “A Practice Guide to Maintenance ASAP Program”, 2009 from: https://www.faa.gov/about/initiatives/asap/policy/media/Maintenance_ASAP_DOT-FAA-AR-9-28.pdf